Internal-combustion engine



Sept. 28 1926.

DORSA! M C. WHITE. 7

INTERNAL COMBUSTION ENGINE Filed Dec. 10 19 25 4 Sheets-Sheet l 4 Sheets-She et 2 gwgenl'o'o 7 07259 W Z/Zz'z' DORSAY M C. WHITE INTERNAL COMBUSTION ENGINE Flled Dec 10 1923 sa /J r A 6 Sept; 28 1926.

Sept. 28 1926.

D ORSAY M C. WHITE INTERNAL COMBUSTION ENGINE Filed Dec. 10, 1923 44Shee t.s-Sheet 3.

I Qvwentoz 715g MM 3%2 P iwwm Se t. 28, 1926.

I 1,601,194 2 D'ORSAY MCC. -WH|TE INTERNAL COMBUSTION ENGINE Filed Dec. 10, 1923 4 Sheets-Sheet 4 gnaw do e Patented Sept. 28, 1926.

innit INTERNAL-GOMBUSTIGH ENGINE.

Application filed December 10, 1823. Serial No. 679,617.

This invention relates tointernal combustion engines and has for its object a specialv form of improved drive for the gener ator and valve operating shaft. It is customary to connect these shafts, ordinarily at the front of the motor, by either gears orwhat is known as a silent chain. The socalled' timing gears have given rise to a great many difiiculties. YVhen economically 0 and cheaply made they soon wear and give forth objectionable humming noises. In order to avoid these troubles, fiber gears and gears made of other composition materials have been introduced with more or less indifferent success. Chains have been quite successful but if not properly adjusted they too are noisy and troublesome and they re quire considerable attention and at times give considerable trouble. Furthermore, if one of the operative units, such as the gencrater, has to be removed from the motor, then ordinarily the entire front of the car has to be torn down in order to remove the cover of the chain housing and permit the generator shaft to be drawn out of the sprocket. I

It is the object of the present invention to supplant the ordinary timing gears or chain drive with an eccentric drive frame.

' This form of drive under ordinary conditions and with proper lubrication abso lutely noiseless. It has the additional feature of permitting one of the shafts to be removed without requiring the housing when designed for driving three shafts has the capacity of supporting itself in proper relation when only one shaft s removed.

This is especially desirable in connection drive the same at crank shaft speed and se cure my speed reduction in the driving elements between the operating shaft and the sleeves. This permits the direct coupling of the crank shaft and the generator shaft and the valve operating shaft by such a driving unit as an eccentric framea form cover to be removed for the eccentric frame of transmission which does not permit a speed variation.

In the drawings:

Fig. 1 is a front elevation of the driving connections between the crank shaft, valveoperating shaft and generator shaftaccurately, this is a section taken on the line l-l of Fig. 2;

Fig. 2 is a section taken on the line 2-42 of Fig. 1.

Fig. 3 is a section taken on the line 33 of Fig. 1 showing part of the generator and generator shaft. i

Fig. 4 is a fragmentary longitudinal section taken on the line 4-4 of Fig. 1.

Fig. 5 is a section taken on the line 55 of Fig. 4. i

a designates the engine-block casting, l) the housing at the front of the motor that ordinarily houses the chain or the timing gears. Referring to Fig. 5, 0 represents the reciprocating and turning Argyll sleeve; cl designates the piston. This port-controlling sleeve 0 is driven in its path by means of a crank pin 6 which is provided with a ball joint 7 with the sleeve. This crank pin is part of a forging on which are cut the helical gear teeth These are arranged to engage the helical gear teeth It on the valve operating shaft 2'. The gear ratio here is a 2 to 1 reduction in the valve operating shaft to the valve operating crank. This gets the proper driving relation for the sleeve in view of the fact thatthe valve operating shaft is operated at crank shaft speed.

Now referring to Fig. 1, it will be seen that the valve-operating shaft 2' is keyed to an eccentric 2'. On the left hand side of the motor the generator shaft 7' is keyed to an eccentric j. The crank shaft 70 is keyed to the eccentric a. A triangular frame m can be bolted to the three eccentrics i, j, and k by the caps 2' 5 and 70 In the drawings it has been thought unnecessary to show any ball or roller bearings between the eccentrics and the frame but obviously these could be used if the friction is so great as to make these desirable.

Referringto Fig. 2, it will be seen that counter-weights 100 are provided on the ends of the shafts. These counter-weights are intended to substantially balance what would be the otherwise unbalanced forces set up by the excess mass of the eccentric at one side of the center. Byinterposing these this extension is mounted counter-weights with the counter-weight mass directly opposite the large mass of the eccentric, the eccentric has substantially a running balance as well as a static balance. The same keys that key the shaft to the ee centric, key the shaft to the counter-balance, the counter-balance being preferably carried on the independent disc 0. The eccentric as shown is provided with bushings p which may he slipped on before the counterbalancing disc is slipped on to the shaft.

The valve-operating shaft i is provided with an extension which passes to the outside of the drive housing 9*. On the end of the fan pulley wheel 1, the hub of the pulley wheel being keyed to the end of the shaft and all the parts held together by the castellated nut .9. Turning to Fig. 3 it will be seen that the generator I? can be detachably bolted to the drive housing 9 by means of the cap screws 14. By taking out the screw plug a in the front of the housing a shaft nut 10 is accessible with a wrench for the wrench hold of this long nut is at the outside of the housing when the screw plug is removed. lVhen this nut and the spring washer a: are removed, the generator 6 may be pulled directly out of the eccentric as the generator shaft 7 simply has a sliding key connection with the eccentric. The counter-weight disc 0 may be secured to the eccentric by machine screws 2 or in any other way so that when the shaft is removed it will not drop off. This form of triangular eccentric frame drive for the crank shaft, the generator shaft and one other shaft, has a great advantage in connection with the generator shaft. It permits the generator shaft to be drawn out of-the driving mechanism without in any way displacing the driving n1echanism for the reason that the triangular eccentric frame is supported at two other points by the two other shafts and consequently will not be displaced when the generator shaft is drawn out. This is not true with the ordinary form of chain drive for here ordinarily the cover of the chain housing has to be removed and the chain taken out before the generator shaft can be withdrawn. However, in a co-pending application Serial No. 679,618 I have described and claimed an assembly provided with a suitable support for the sprocket when the generator shaft is withdrawn. But by using the triangular form of frame and the eccentric drive, no such support is required.

What I claim is:

In an internal combustion engine. the C(llllbllltitlOD of a driving housing, a valveoperating shaft, a crank shaft and a generator shaft projecting into the driving hous ing, eccentrics on each of the shafts and contained within the housing and an eccen tric frame connecting said three shafts in driving relation, the generator shaft having a sliding connection with the eccentric, whereby it is permitted to withdraw the generator from thecompanion eccentric which will be supported by the eccentric frame.

In testimony whereof'I afiix my signature.

DORSAY MCCALL XVHITE. 

